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BALTIC ICEBREAKING MANAGEMENT
Baltic Sea Icebreaking Report
2013-2014
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Table of contents 1. Foreword ................................................................................................................................................. 4
2. Introduction ............................................................................................................................................. 7
3. Overview of the icebreaking season (2013-2014) and its effect on the maritime transport system in
the Baltic Sea region ........................................................................................................................................ 8
4. Accidents and incidents in sea ice ......................................................................................................... 14
5. Winter Navigation Research .................................................................................................................. 14
6. Costs of Icebreaking services in the Baltic Sea ...................................................................................... 15
6.1 Finland ................................................................................................................................................. 15
6.2 Sweden ................................................................................................................................................ 15
6.3 Russia ................................................................................................................................................... 15
6.4. Estonia ................................................................................................................................................ 16
6.5 Latvia, Lithuania, Poland and Germany ............................................................................................... 16
6.6 Denmark .............................................................................................................................................. 16
6.7 Norway ................................................................................................................................................ 16
7. Winter navigation in the different parts of the Baltic Sea .................................................................... 17
7.1 Bay of Bothnia ..................................................................................................................................... 17
7.2 Sea of Bothnia ..................................................................................................................................... 17
7.3 Gulf of Finland ..................................................................................................................................... 18
7.4. Gulf of Riga ......................................................................................................................................... 18
7.5 Central Baltic ....................................................................................................................................... 19
7.6 Southern Baltic .................................................................................................................................... 19
7.7 Danish waters, Swedish West coast and Norwegian waters .............................................................. 20
8. Description of organizations and icebreakers engaged during the season 2013-2014 ........................ 21
8.1 Finland ................................................................................................................................................. 21
8.2 Sweden ................................................................................................................................................ 22
8.3 Russia ................................................................................................................................................... 22
8.4 Estonia ................................................................................................................................................. 23
8.5 Latvia ................................................................................................................................................... 24
8.6. Lithuania ............................................................................................................................................. 24
8.7 Poland .................................................................................................................................................. 24
8.8 Germany .............................................................................................................................................. 25
8.9 Denmark .............................................................................................................................................. 25
8.10 Norway .............................................................................................................................................. 25
9. Progress report of BIM (Baltic Sea Icebreaking Management) ............................................................. 27
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1. Foreword Efficient navigation in the Baltic Sea all year round is an important factor for the functioning of the
European transport system and is thus of common European interest.
Icebreaking is an important and integrated part of the maritime infrastructure. Efficient winter navigation
requires cooperation between the icebreaking authorities in the Baltic Sea countries. The Baltic Sea
countries are therefore working together for improved winter navigation through more efficient
icebreaking services in the Baltic Sea. Cooperation with the industry is also of utmost importance.
You hold in your hand the ninth joint “Annual Baltic Sea Icebreaking Report”. The report is an attempt
from BIM’s side to provide annual reporting on winter navigation and icebreaking beyond the national
waters and to provide joint information about the progress and news within the area of winter
navigation. This is a step towards the long-term vision of BIM to create a joint Baltic Icebreaking Service.
Tallinn, October 2014
Tomas Årnell
Chairman of the BIM
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2. Introduction Baltic Icebreaking Management, BIM is an organization with members from all Baltic Sea states.
BIM is a development of the annual meeting between Baltic Sea States icebreaking authorities which have
assembled since 1982. The member countries of BIM are Denmark, Estonia, Finland, Germany, Latvia,
Lithuania, Norway, Poland, Russia and Sweden.
After the difficult winter navigation season of 2002/2003 a project was started up within the framework
of HELCOM, aiming at improving the safety of winter navigation in the Baltic Sea.
The HELCOM – recommendation 25/7 on the safety of Winter Navigation in the Baltic Sea Area was
adopted in March 2004.
Within the EU concept Motorways of the Sea, which is one priority project in the trans-European network,
the Baltic Sea countries established a working group with the aim of creating more efficient winter
navigation by cooperation between the Baltic Sea countries. The icebreaking authorities around the Baltic
Sea decided in Helsinki meeting 2004 that this work shall continue within the framework of BIM, were
also non EU-member states are taking part. BIM should function all year round and that its strategy
should be to develop safe, reliable and efficient winter navigation between the Baltic Sea countries. The
overall objective of BIM is to assure a well-functioning maritime transport system in the Baltic Sea all year
round by enhancing the strategic and operational cooperation between the Baltic Sea countries within
the area of assistance to winter navigation.
January 10th 2007, the Joint Baltic web service on winter navigation www.baltice.org was launched.
April 11th 2007, the DVD of training in ice navigation for seafarers was launched.
15th November 2007, HELCOM adopted a new recommendation 28/11. Further measures to improve the
safety of navigation in ice conditions in the Baltic Sea; BIM was acting an “ice advisor” in this
recommendation.
In 2008 the pamphlet “The Word Icebreaker, Icebreaking Supply and Research Vessel Fleet” were
presented and updated 2011.
In April 2009 a computer based training program, based on the DVD, was introduced. After completing
the course the student’s gets a certificate over earned skills.
One important task of BIM is to inform stakeholders in the maritime sector and policy makers about
winter navigation and icebreaking. There is a need for information about winter navigation and
icebreaking that covers the whole Baltic Sea region.
Several Baltic Sea countries prepare information about the winter navigation and icebreaking in their
respective national waters. There has been a need to coordinate this country-specific information,
improve the information and to distribute it to a wider target group by “Joint Annual Baltic Icebreaking
Report”.
This report gives an overview of the winter navigation season 2013/2014 for the Baltic Sea area. National
reports can be found on www.baltice.org. The report will also describe organizational changes in the
icebreaking authorities or changes in icebreaking resources and provide a progress report of the Baltic Sea
Icebreaking cooperation and the development of BIM.
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3. Overview of the icebreaking season (2013-2014) and its effect on
the maritime transport system in the Baltic Sea region
According to the Finnish Ice Service of the Finnish Meteorological Institute the Baltic Sea ice season 2013-
2014 was mild. The peak of the ice winter was reached on 7th of February, when ice covered an area of
100,000 km².
Figure 1. The maximum ice extent of the ice season 2013-2014 was reached at 7th of February 2014.
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The ice formation in the innermost bays of the northern part of the Bay of Bothnia began with the end of
November. At the beginning of December there was 1-5 cm thick new ice in the inner archipelago of the
Bay of Bothnia. Time of the year the situation was normal. The cold weather continued in the beginning of
December, and the amount of ice increased. The first Finnish icebreaker began assistance on 13th of
December. After this, the weather became milder. December and the first third of January were milder
than normal.
Then weather became colder and the rest of January was colder than normal, even exceptionally cold. In
early February, the cold weather continued, and on the 7th of February, reached the culmination of the ice
winter - the extent of ice reached 100,000 km².
Figure 2. The area of the ice extent during the ice season 2013-2014.
After this, the weather became milder, and the southern winds pushed the ice fields together. The rest of
February was unusually mild. The beginning of March the ice extent was only 40,000 km². A similar low-
icy the beginning of March has previously been experienced years 1992 and 2008.
Also in March was warmer than usual. In the end of March the ice covered area was unusually low, only
about 20 000 km². April was also warmer than average and at the end of the month, ice appears only in
the Bay of Bothnia. Finally, the last ice melted in the Bay of Bothnia on 14th of May. The Baltic Sea was ice-
free for nearly two weeks earlier than usual.
Ice conditions in the eastern part of the Gulf of Finland in 2013-2014
The ice formation processes in the winter of 2013/2014 were those of a mild winter.
Ice formation in the coastal shallow zone of the eastern part of the Gulf of Finland begins in the beginning
of December.
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By the end of the December 2013, the fast ice 15 to 20 cm thick was in the Nevskaya Guba, 10 to 20 cm in
the Gulf of Vyborg, 15 to 20 cm in the Bjorkesund passage. The edge of new ice reached the Moschny
Island.
By the end of the January 2014, the fast ice 20 to 25 cm thick was in the Nevskaya Guba, the Gulf of
Vyborg and in the Bjorkesund passage. The edge of drift ice 10–20 cm thick reached the longitude of the
Moschny Island.
By the end of the February 2014, the fast ice with thickness 10-15 cm was in the Nevskaya Guba (from St.
Petersburg up to longitude of Tolbukhin lighthouse). Westward was floating ice with thickness 10 – 15 cm.
By the end of the March 2014 warm weather was observed, with the average monthly temperature
within the standard values. The ice cover in the Gulf of Finland was slowly destruct. The thickness of fast
and drift ice was gradually decreasing. The destruction of ice was increasing. In the second half of the
month, the destruction of the ice cover accelerated. The Nevskaya Guba, as well as all the main navigable
fairways, became completely free of ice on April 10.
Ice conditions in the southern part of the Baltic Sea
November and December 2013 were rather warm, with mean temperature plus 8 and plus 6. The first
two decades of January 2014 were with mean temperature plus 5, but in the third decade the
temperature dropped to minus 14 and mean temperature was minus 6. The first ice formation appeared
on 24 of January 2014.
On 27 of January 2014 there was 100 % of coverage of ice; there was ice field with thickness 15 cm. This
ice field was an obstacle to navigation.
February was warm, with mean temperature plus 6.
The ice started to melt, but due to strong winds the ice become ridged and heaped up and dangerous to
navigation.
On 24 of February 2014 ice finally disappeared.
Figure 3. The maximum ice coverage in ice winters 1961-2014. The average of 1961-2011 (51 years) is 187
000 km². Severities of the season are indicated using colours from mild to severe (lightest blue to darkest
blue respectively).
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The maximum thickness of the fast ice was 50-65 cm in the Bay of Bothnia, 25-40 cm in the Sea of
Bothnia, 10-30 cm in the Archipelago Sea and 20-40 cm in the Gulf of Finland. The thickness of the pelagic
ice was 30-60 cm in the Bay of Bothnia and 15-35 cm in the Gulf of Finland.
Figure 4. Number of days when traffic restrictions were in force in the different sea areas.
For safety reasons, the Baltic Sea countries have within HELCOM agreed on a joint policy when traffic
restrictions shall be issued. For efficiency reasons, the icebreaking authorities can demand a lowest limit
on vessels’ engine power as well. Smaller vessels like buoy tenders and tugs with strong engines and hull
are used as port icebreakers and for icebreaking mission in waters protected from drifting sea ice. In open
sea areas that are affected by drifting sea ice with ridges and ice pressure, big sea icebreaker are required.
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Figure 5. The total number of icebreakers in operation each week in the Baltic Sea during this season.
According to statistics from the Baltic Sea icebreaking authorities, 1.992 vessels received assistance from
icebreakers this season. These figures can be compared with last season, which was a normal winter,
when 7.861 vessels were assisted.
Figure 6. A total of 1.992 vessels where assisted by icebreakers during the icebreaking season in the Baltic
Sea.
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The longest sailing distance in sea ice is to the northernmost ports in the Bay of Bothnia.
But due to the big number of vessels in the shorter fairway to the easternmost ports in the Gulf of
Finland, the traffic is more affected by sea ice in this area, especially during periods with strong westerly
winds when the icebreakers must tow many vessels one by one.
Figure 7. Sailing distance from ice edge during maximum ice extension, 7th of February 2014: to Kemi 171
nautical miles and to St. Petersburg 84 nautical miles.
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4. Accidents and incidents in sea ice The Technical University of Helsinki collects information on accidents related to navigation in ice. Ship-
owners and others within winter navigation are requested to report accidents, incidents and damages
that are ice-related to [email protected] or to
Ice Damage Database
Helsinki University of Technology
Ship Laboratory
PL 5300
02151 TKK
FINLAND
Only three vessels were reported this season, two collisions and one damaged propeller. In comparison,
about 100 vessels reported damages due to the severe ice conditions ten years ago in the year 2003.
5. Winter Navigation Research Winter navigation research is carried out in co-operation between Finland and Sweden. Funds for
research projects are allocated by the Winter Navigation Research Board, which consist of representatives
of the Finnish Transport Agency, Finnish Transport Safety Agency, Swedish Transport Agency and Swedish
Maritime Administration. Published research reports can be found on www.trafi.fi
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6. Costs of Icebreaking services in the Baltic Sea
6.1 Finland
In Finland the costs of icebreakers stand-by in period 2013-2014 were near 38 million EUR, including
stand-by and operational costs. Bunker costs were 3,3 million EUR. This season was easy and the total
amount of operating days was 394. The Finnish Transport Agency (FTA) has also contracts with Swedish
Maritime Administration to charter one Atle-class icebreaker and contract with Alfons Håkans to charter
msv Zeus. Above mentioned costs includes all FTA chartered ice breakers. The FTA has also contracts with
private tugboat companies for minor operations. The costs of the Finnish icebreaking services vary
normally from 30 to 50 million EUR depending on winter
6.2 Sweden
In Sweden the costs for the stand-by period for our own icebreakers is approximately 12 million EUR,
additional operational costs is 5 million EUR, and fuel costs to 2.5-9 million EUR. The total cost for the
Swedish icebreaking services including external recourses varies from 20 to 40 million euros depending on
the winters’ severity. The costs this winter are estimated to be 23,6 million euros. This is the
government's costs, costs for the different ports and industries are not included.
6.3 Russia
Since June, 12th, 2012 according to the act of Federal Service on Tariffs dd 04.05.2012 № 80-т/3
(corrections to the act of Federal Service on Tariffs dd 20.12.07 №552-t/1) new rates of icebreaking dues
in the Russian ports of the Gulf of Finland are established as follows:
Icebreaking dues:
1. Icebreaking dues are applied for incoming, outcoming or transiting the port area.
2. For the cargo ships engaged in liner services, which are officially declared, to the rates of the
icebreaking dues the factor of 0.8 is applied.
From icebreaking dues are released:
- vessels of ice class LU7 (according to classification of the Russian Maritime Register of Shipping or classes
of other classification societies corresponding to it);
- passenger vessels.
Upon the announcement by the Harbour Master of winter (summer) navigation before the target date,
and also after the prolongation of its duration, icebreaking dues are paid as per corresponding rates from
the date of announcement to a date of completion (inclusive), corresponding to the period of winter
navigation.
Rates for ships engaged in an international trade rub/1 GT (for Bolshoy port of Saint-Petersburg)
All vessels except
Ro-Ro, Ro-Flow,
container ships and
tankers
Container ships Ro-Ro, Ro-Flow Tankers
The summer rate
from May, 1st till
November, 30th
5.78 4.04 2,32 6.33
The winter rate from
December, 1st till
April, 30th
14,39 10,07 5,53 15,77
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During the period from May, 1st till November, 30th the following vessels are released from payment of
icebreaking dues:
arriving to the port from inland waterways of Russia or from the Saimaa canal and sailing back
within current year;
arriving to the port from other Russian ports situated in the eastern part of the Gulf of
Finland.
During the period from December, 1st till April, 30th the vessels with ice class LU5 and LU6 (according to
classification of the Russian Maritime Register of Shipping or classes of other classification societies
corresponding to it) are subject to icebreaking dues multiplied by factor 0.75.
6.4. Estonia
In Estonia, the total cost of icebreaking in the 2013-2014 season amounted to approximately 6,5 million
EUR, with about 500 000 EUR accounting for the costs in the Pärnu Bay and 6,0 million EUR for the Gulf of
Finland. This is the Governmental costs.
6.5 Latvia, Lithuania, Poland and Germany
There was no cost information for icebreaking operations in this season 2013-2014.
6.6 Denmark
In 2013/2014 the cost of the Danish ice service was approximately € 0,4 mill. The reason for the low cost
is the implementation of new law for the Danish Icebreaking Service, where Denmark no longer operates
state-owned icebreakers, but only operates chartered tugs with icebreaking capacity
6.7 Norway
During the winter 2013/14, the total costs of ice breaking service in Norwegian waters were
approximately EUR 1.7 million. Main fairways Oslofjord and south coast of Norway approx EUR 1.0
million. Local vessels were hired at a cost of approximately EUR 0.7 million.
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7. Winter navigation in the different parts of the Baltic Sea
7.1 Bay of Bothnia
Traffic restrictions where initiated on 14th of December on the Bay of Bothnia,
but ice-breaking operations began already on December 10th when Ale was
ordered to start this year’s ice-breaking season.
Ale had responsibility for both the Swedish and Finnish ports in the northern
parts of Bay of Bothnia.
Due to a miner breakdown on Ale, Atle was ordered on a short ice-breaking
campaign until the Finnish icebreaker Kontio arrived from Helsinki to take over
the assistance and monitoring activity in the northernmost ports.
At the end of December there were 1 liner icebreakers in operation in the Bay of Bothnia. When the ice
extension was at its peak there were 5 liner icebreakers in operation at the same time.
The highest level IA and 4000 dwt were reached on the 27th of January in the northern and IA and 2000
dwt in the southern parts. The icebreaking season ended in the Bay of Bothnia on the 13th of May when
the last restrictions were cancelled. Icebreaker Kontio was the last icebreaker to leave the Bay of Bothnia.
Assistance activity has been going on from December 11th to May 5th. During this winter 1.117 vessels
were assisted in the Bay of Bothnia.
Assistance has been conducted to following ports:
Karlsborg Tornio
Luleå Kemi
Haraholmen Oulu
Skelleftehamn Raahe
Rahja
Kokkola
Pietarsaari
7.2 Sea of Bothnia
Traffic restrictions were introduced on January 18th and at the same time
Ale was stationed there and used jointly by the Swedish and Finnish icebreaking
service.
At the end of January, ice conditions become difficult in the northern Sea of
Bothnia so Ale was sent there, at the same time moved Frej to the Quark.
The 24th of February traffic was stopped temporarily for 12 hours when strong
winds made it impossible to guarantee safe assistance of the traffic.
In early March, the ice conditions were such in the Quark that Frej was not needed and already a week
later Ale left the area and thereby ended the season
Traffic restrictions were introduced on the Finnish side in southern parts of Sea of Bothnia during a few
weeks in the beginning of March.
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Assistance activity has been going on from January 30th to March 7th. During this winter 26 vessels were
assisted in the Sea of Bothnia.
Assistance has been conducted to following ports:
Holmsund Vaasa
Rundvik Kaskinen
Husum Uusikaupunki
Örnsköldsvik Naantali
7.3 Gulf of Finland
For the Finnish parts of Gulf of Finland the first traffic restrictions were initiated
21st of January in Hamina, Kotka and Loviisa.
The strictest restrictions in the Gulf of Finland were IA, IB 2000 dwt, IC, II, 3000
dwt in Hamina, Kotka, Loviisa. All the restrictions in the Gulf of Finland for the
Finnish ports were cancelled on 18th of March.
Finnish icebreaker Voima was operating in the Gulf of Finland area during 24th of
January until 17th of March.
The first traffic restrictions initiated 31 January 2014 in St. Petersburg. The restrictions cancelled 10 March
2014. All vessels, which needed icebreaker assistance, were bound for Russian ports. During the largest
ice cover, the Russians had eight sea (liner) icebreakers and seven minor (port) icebreakers in use. The
icebreaking season lasted from 04 December 2013 to 10 April 2014 in the Russian territorial water.
For Estonian part of Gulf of Finland traffic restrictions were not initiated due to extremely mild winter. No
assistance for Estonian ports in Gulf of Finland. IB TARMO and BOTNICA were stand-by in the port of
Hundipea.
During the winter were 772 ships assisted.
Assistance has been conducted to following ports:
Kantvik Loviisa
Kotka Hamina
Vyborg Vysotsk
Primorsk St. Petersburg
Ust-Luga
7.4. Gulf of Riga
The Estonian Meteorological and Hydrological Institute assessed the winter of
2013/2014 as mild.
The traffic restrictions were initiated 21st of January being IC-1600 kW in Pärnu.
From 26th March traffic restrictions were cancelled.
The icebreaking season lasted from 21st of January to 26th of March and 77 ships
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were assisted by icebreaker multi-purpose-vessel EVA 316. Due to the mild winter there were no need for
assistance to the Port of Riga.
Assistance has been conducted to following ports:
Pärnu
7.5 Central Baltic
Traffic restrictions were not imposed on the Baltic Sea this winter.
No assistance activities were carried out this winter.
7.6 Southern Baltic
Eastern part:
There were no difficulties for shipping due to ice. The ice on inner waters of the
ports was easy to break by tugs or by berthing / un-berthing vessels.
Central Part:
As the first ice formation appeared, VTS Szczecin started publishing in internet
the ice statements for regions: Zatoka Pomorska, Świnoujście, Dziwnów, Zalew
Szczeciński and small ports of Zalew Szczeciński and port of Szczecin. These „ice
news” contained:
- percentage of ice covering
- thickness / rafting of ice
- ice restrictions
The publishing ended on 24 of February 2014.
- From 24th of January the main fairway Swinoujście - Szczecin and port of Swinoujście and Szczecin
were not available for wooden and laminate hull small vessels. This restriction was suspended on 24 of
February 2014 .
- From 26th of January till 16th of February 2014 the main fairway Swinoujście - Szczecin and port of
Swinoujście and Szczecin had been available for vessels with ice class L-4 PRS ( or equivalent class of other
Classification Society) and main engine power above 1700kW
-One way traffic was established on the fairway between Gate No I and Mankow LtHo from 26th of
January till 13th of February
-Tug exemptions were suspended from 27th of January till 15th of February 2014
There were two ice breaking actions:
27 of January in the Water Way Świnoujście – Szczecin between Gate No 1 and Gate No 4, for 6 hours
08 of February , in the Port of Świnoujście, for half an hour.
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Western Part:
There were no extraordinary disabilities for the vessel traffic in the western part of the Baltic Sea due to
ice, the winter 2013/2014.
Only the German governmental Multi-Purpose Vessel Arkona was needed for a couple of days in
icebreaking operations during last winter.
7.7 Danish waters, Swedish West coast and Norwegian waters
The Icebreaking Service was on readiness from December 15th. The temperature
during the 2013/2014 season was higher than the average winter in Danish
waters.
The water temperature dropped to around zero during the end of January, but
only for 6-7 days. From the middle of February the water temperatures was
between 3 and 4⁰C, and there were no ice development in Danish waters.
The readiness of icebreaking was subsequently ended as of February 28th.
In the season 2013/2014 only 4 ships was assisted, all of them in the area
Smålandsfarvandet south of Zealand.
The ice on the Swedish South and West Coast were not of the dignity that some traffic restrictions have to
be imposed and there were no need for icebreaker assistance.
The 2013-2014 was a very mild ice winter in Norwegian Waters. No traffic restrictions had to be imposed
during the winter season. Ice breaking service in Oslo Fjord and the South Coast of Norway has been
contracted to private companies for two years now, using two vessels. Additional four tender was made
this winter for the ports of Drammen, Halden, Kragerø and Moss.
All ice breaking service are now on private contracts. The mild winter made it necessary to run active ice
breaking service to the port of Drammen for 10 days only.
No other active ice breaking had been conducted. Neither Norwegian Coast Guard, nor Norwegian Coastal
Administration has conducted any ice breaking or assistance this winter.
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8. Description of organizations and icebreakers engaged during the
season 2013-2014
8.1 Finland
The Finnish Transport Agency (FTA) is the national authority responsible for the assistance of winter
navigation, its coordination, development and management nation-wide. The actual icebreaking services
have been contracted out.
The FTA develops Finland’s icebreaking policy, taking into account the requirements of its clients (mainly
the Finnish industry). Essential for the industry are as short waiting times as possible for traffic. The FTA
decides on the length of the assistance period, exemptions and traffic restrictions.
The traffic restrictions are normally made more stringent than the minimum HELCOM safety
recommendations, as the objective is, besides safety, to assure an efficient and safe maritime traffic flow.
Only vessels fulfilling the criteria of daily traffic restrictions are given assistance.
The icebreaking services are purchased from Arctia Icebreaking Ltd., Svenska Sjöfartsverket, Alfons
Håkans Oy, and also from the private companies for minor operations (mainly tugboat services for ice
breaking in light ice-conditions in harbour entrances and in Lake Saimaa).
FTAs' Winter navigation unit in general and VTS centres and area coordination responsible coordination
IB-masters locally are responsible for the management and daily operation of the icebreaking services to
all 23 winter ports.
The demands as to the standard of service are included in the freight contract. The main requirement is
that vessels should not have to wait for an icebreaker for more than 4 hours on an average. Another goal
for the Finnish icebreaker service standard is that 90 % to 95 % of vessels navigating in the ice field could
get through without waiting for icebreaker assistance.
The average icebreaker waiting time for all Finnish sea areas were 1,85 hrs. 98% of all port calls did not
have to wait for icebreaker assistance at all.
In Finland no special fee is collected for the icebreaker service. All ships pay fairway fees based on ship
size and ice class. The fairway dues are used to cover the costs of fairway maintenance and icebreaking
services.
New state agreement between Sweden and Finland further developed decade’s long co-operation in
winter navigation activities between these two countries. Optimal usage of "common" IB resources lower
total costs and grants more reliable service to customers.
Icebreakers engaged by the Finnish Transport Agency 2013/2014:
Name Type Engine power
OTSO Icebreaker 21 800 kW
URHO Icebreaker 18 400 kW
KONTIO Icebreaker 21 800 kW
FREJ Icebreaker 18 400 kW
VOIMA Icebreaker 12 800 kW
ZEUS Icebreaker 6 000 kW
The Swedish icebreaker Frej was chartered to FTA during the period 4.2.2014 - 14.3.2014 and icebreaker
Zeus for period 31.1.2014 - 10.2.2014.
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8.2 Sweden
Icebreaking operations are managed by the Icebreaking Management of the Swedish Maritime
Administration in Norrköping and are based on the Swedish icebreaking regulation (2000:1149). It
allocates icebreakers to work areas, issues traffic restrictions, monitors the operational situation and
informs the shipping stakeholders of ice conditions and the traffic situation. Sweden controls eight
icebreakers, of which the Swedish Maritime Administration owns five and has three on long-term charter
from a private ship owner. All icebreakers are manned by a private shipping management company.
Sweden, Finland and Estonia use a jointly developed IT based on-line system, IB-Net (IceBreaker Net) for
coordination of the joint icebreaking operations. IBNet contains information about the weather, ice
conditions and traffic situation, and transmits the information between the different connected units
(icebreakers, coordination centres, VTS etc.)
In addition to the icebreakers, ice strengthened buoy tenders of the Swedish Maritime Administration and
private tugboats are also engaged in the icebreaking service. Helicopters are chartered and used for ice
reconnaissance and personnel transport in order to reduce time expenditure for icebreakers. Cooperation
with the tugboats in ports is common around the coastline.
The governmental funding’s and fairway dues cover the costs for the icebreaking operations and no vessel
that receives assistance from icebreaker is charged.
Icebreakers engaged by the Swedish icebreaking service 2013/2014:
Name Type Engine power
ALE Icebreaker 3500 kW
ATLE Icebreaker 18400 kW
FREJ Icebreaker 18400 kW
YMER Icebreaker 18400 kW
During the winter the Administration also has engaged 8 different tugboats for icebreaking operations.
8.3 Russia
The Harbour Master of the Sea Port “Bolshoy port of St.Petersburg” (according to Direction of Agency of
Transport AD-270-p, 18.08.2011) is the Head of Ice Operations Headquarter and regulates the icebreaker
assistance in the eastern part of the Gulf of Finland. The Harbour Master of the Port has the power to
impose ice restrictions in the port and approaching, based on actual ice conditions (according to article
Nos. 74 & 76, Russian Federal Law No. 81-FZ, Russian Merchant Marine Code, 30.04.1999).
The ice navigation assistance is conducted by the state-owned icebreakers and covers the seaports:
Bolshoy port of St. Petersburg, Primorsk, Vyborg, Vysotsk and Ust-Luga. The state-owned icebreakers
assist the inland transit navigation via Saimaa Canal both ways.
The icebreaker fleet consists of the following icebreakers:
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Name Type Engine power
50 Let POBEDY Icebreaker 60 000 kW (08/02/2014-20/02/2014)
ERMAK Icebreaker 30 400 KW
CAPTAIN SOROKIN Icebreaker 18 300 KW
CAPTAIN NIKOLAEV Icebreaker 18 000 kW
MOSKVA Icebreaker 16 000 KW
SAINT-PETERSBURG Icebreaker 16 000 KW
TOR Icebreaker 10 000KW
MUDYUG Icebreaker 9 100 KW
KARU Icebreaker 6 450KW
SEMION DEZHNEV Icebreaker 4 000 KW
IVAN KRUZENSTERN Icebreaker 4 000 KW
YURI LISYANSKY Icebreaker 4 000 KW
CAPTAIN ZARUBIN Icebreaker 3 300 KW
CAPITAN M. IZMAILOV Icebreaker 3 240 KW
CAPITAN PLAKHIN Icebreaker 3 240 KW
The icebreaker assistance, as a rule, is conducted as follows:
1. Independent ice navigation following icebreaker recommendations and strictly under her
supervision.
2. Icebreaker assistance in a convoy.
3. Individual icebreaker assistance behind an icebreaker.
Icebreaker assistance render to the ships, which do not fall under the acting restrictions in the ports of
their destination. Icebreaker assistance for the traffic coming from the sea is conducted from the point
where the convoy is formed to the inner road of the port, and the ships leaving the port are assisted from
the inner road to the area next to the convoy forming point (CFP).
All ships coming from the sea are prohibited from entering the ice east of the convoy forming point (CFP)
without permission of the icebreaker. The Masters of the ships sailing independently upon receiving the
permission of the icebreaker are to report to the icebreaker while passing the established control points
of the recommended route and inform of the ice situation in the area. If such a ship gets stuck, the
icebreakers are to release them and correct their recommended route or get them in the convoy for
further motion. The Masters of the ships are not recommended to rely on data regarding recommended
routes received from other ships and not confirmed by the Master of the icebreaker.
When the ice thickness over the approach fairways leading to Russian ports in the eastern part of the Gulf
of Finland becomes considerable, the Harbour Master of seaport imposes restrictions on ships the ice
class of which are not sufficient for navigation under prevailing circumstances.
8.4 Estonia
The responsible organization for icebreaking in Estonia is the Estonian Maritime Administration. The
Director-General of the Estonian Maritime Administration decides on traffic restrictions and directives on
winter navigation. The icebreaking coordination centre consisted of 9 members in 2014, chaired by the
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Head of the Maritime Safety Division of the Maritime Administration, and acts as an advisory board for
the Director-General in icebreaking issues.
Ports that are serviced by state ice-breakers are Muuga Harbour, harbours of Tallinn and Kopli Bay,
Paldiski North Harbour, Paldiski South Harbour, Kunda Harbour, Sillamäe Harbour and Pärnu Harbour.
Estonia has two icebreakers, TARMO and BOTNICA, to operate in the Gulf of Finland area, and the multi-
purpose vessel EVA-316 to operate in the Pärnu Bay. Icebreaking to the port of Pärnu was carried out by
multi-purpose vessel EVA 316. Icebreaking for Gulf of Finland was carried out by IB TARMO and IB
BOTNICA
Icebreakers engaged by the Estonian Maritime Administration 2013/2014:
Name Type Engine power
EVA 316 Multi-Purpose Vessel 3 x 1 717 kW
8.5 Latvia
Latvia has three international sea ports: Riga, Ventspils and Liepaja.
There is one icebreaker, the VARMA, which is owned and operated by the Port of Riga.
VARMA mainly operates to the Port of Riga.
The icebreaking in Ventspils and Liepaja is carried out by tugboats. There are plans to replace the VARMA
with a new icebreaker.
The estuary to the Port of Riga is affected by silting and maintenance dredging is essential to keep the
depth in the fairway. A combined icebreaker/dredger should be a good solution when such investment is
useful every year.
No icebreakers were engaged by the Latvia 2013/2014:
8.6. Lithuania
The port of Klaipeda is the northernmost ice free port in the eastern Baltic coast.
Klaipeda State Seaport Authority is the responsible organisation for icebreaking in Klaipeda harbour areas.
The Lithuanian fairways are open all year round.
There are no demand and necessity for icebreaking service in the Lithuanian coastal waters. During severe
winters private tugboats carry out needed icebreaking.
8.7 Poland
Eastern part:
There was no need to engage icebreaking tugs on the approaches to the ports.
Western part:
The buoyage on the approach to Świnoujście and on the main fairway Swinoujście -Szczecin was partly
removed and partly replaced by special winter buoys shortly before winter season.
Winter season 2013/2014 was mild over Polish coast. The tugs engaged as icebreakers had not much to
do.
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8.8 Germany
The Federal Waterways and Shipping Agency, Northern Region Office in Kiel coordinates according to an
overall plan the icebreaking service for the harbour entrances, coastal- and sea regions in German parts of
the Baltic Sea.
The German ice service plan is set up annually by the responsible authority, listing all available vessels
which are able for icebreaking, giving information on the respective areas of icebreaking service, the
expected ice situation etc.
Vessels available for icebreaking operations:
Name Type Engine power
NEUWERK Multi-Purpose vessels 8 400 kW
MELLUM Multi-Purpose vessels 6 620 kW
ARKONA Multi-Purpose vessels 3 700 kW
In addition to that, a number of smaller tugboats and river icebreakers are available for the inner coastal
waters and harbours.
8.9 Denmark
Rules and regulations for icebreaking in Danish waters is described in ”Act on the amendment of the
National Ice Service Act”. Upon consultation with the Ice Service Council the minister of defence lays
down the rules for the establishment of the icebreaking service in Danish waters for certain areas, named
readiness areas.
The icebreaking service for readiness areas is financed by 25% from the requiring vessel and 75 % by the
Ice Service. The Ice Service will collect an annual fee from port administrations calculated on the basis of
the volume of goods passing through the individual ports. In the new Act a state-controlled icebreaker
shall be understood as icebreaking resources chartered by the state and other vessels used for
icebreaking by the Ice Service.
When the ice situation so demands, assistance can be requested against payment. On Admiral Danish
Fleet homepage, ship owners with icebreaking capacity have the possibility to lay down information on
these capacities and contact information to the company. If in any doubt or help needed, the Maritime
Assistance Service at Admiral Danish Fleet can be contacted.
The Ice Service recommends that the necessary precautionary measures are taken in areas where
experience shows that ice may make navigation very difficult.
8.10 Norway
Norwegian waters, the Norwegian Coastal Administration is responsible of all ice breaking in the main
fairways. For 2014 this includes approaches to ports, which earlier has been conducted by the local port
authority.
Governmental vessel with ice breaking capability:
Name Type Engine power
VILLA Buoy tender 935 kW
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HEKKINGEN Buoy tender 935 kW
SVALBARD Coast Guard vessel 13 500 kW
Private vessel with ice braking capability:
Name Type Engine power
BAMSETUG Tug 3564 kW
TOR III Harbour Tug 1052 kW
TUG FRIER Harbour Tug 883 kW
SKILSØE Harbour Tug 932 KW
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9. Progress report of BIM (Baltic Sea Icebreaking Management) One important topic is to find solutions for how the existing Baltic Sea icebreakers can be utilized in other
nations’ icebreaking service and as previously mentioned, the long term vision of the BIM is a common
icebreaker fleet in the Baltic Sea.
The Nordic countries have an agreement for cooperation that was signed in the early sixties.
Between the governments in Finland and Sweden an agreement was signed 2011.
In that agreement the states emphasizes the importance of well-functioning winter navigation for
industry and trade.
In the Sea and Bay of Bothnia the two countries icebreaker fleets works as a common fleet, this
cooperation can also be extended to other areas as the Gulf of Finland and the Baltic. This may serve as a
model for other countries in terms of cooperation within icebreaking.
One other important project is to modernize the joint website (www.baltice.org) which has been
operational since 2007, which is expected to be completed before the icebreaking season starts.
Within the Trans-European Transport Network (TEN-T) have a project started called “WINMOS” Winter
navigation Motorways of the Sea. The WINMOS project aims to develop the maritime navigation system,
improve environment performance and secure ice breaking resources in the Baltic.
